EP1653066A1 - Vorrichtung zum Steuern der Elektroeinspritzventile und Elektroventile einer Brennkraftmaschine und eine Methode dafür - Google Patents

Vorrichtung zum Steuern der Elektroeinspritzventile und Elektroventile einer Brennkraftmaschine und eine Methode dafür Download PDF

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Publication number
EP1653066A1
EP1653066A1 EP04425755A EP04425755A EP1653066A1 EP 1653066 A1 EP1653066 A1 EP 1653066A1 EP 04425755 A EP04425755 A EP 04425755A EP 04425755 A EP04425755 A EP 04425755A EP 1653066 A1 EP1653066 A1 EP 1653066A1
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EP
European Patent Office
Prior art keywords
electrovalve
energy
switch means
accumulation
hold
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Granted
Application number
EP04425755A
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English (en)
French (fr)
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EP1653066B1 (de
Inventor
Paolo Santero
Riccardo Groppo
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Centro Ricerche Fiat SCpA
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Centro Ricerche Fiat SCpA
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Priority to DE602004004664T priority Critical patent/DE602004004664T2/de
Priority to AT04425755T priority patent/ATE353398T1/de
Priority to ES04425755T priority patent/ES2280930T3/es
Priority to EP04425755A priority patent/EP1653066B1/de
Priority to US11/112,745 priority patent/US7117852B2/en
Priority to JP2005130651A priority patent/JP4829528B2/ja
Publication of EP1653066A1 publication Critical patent/EP1653066A1/de
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Publication of EP1653066B1 publication Critical patent/EP1653066B1/de
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • H—ELECTRICITY
    • H03—ELECTRONIC CIRCUITRY
    • H03K—PULSE TECHNIQUE
    • H03K17/00—Electronic switching or gating, i.e. not by contact-making and –breaking
    • H03K17/08—Modifications for protecting switching circuit against overcurrent or overvoltage
    • H03K17/081—Modifications for protecting switching circuit against overcurrent or overvoltage without feedback from the output circuit to the control circuit
    • H03K17/0814—Modifications for protecting switching circuit against overcurrent or overvoltage without feedback from the output circuit to the control circuit by measures taken in the output circuit
    • H03K17/08142—Modifications for protecting switching circuit against overcurrent or overvoltage without feedback from the output circuit to the control circuit by measures taken in the output circuit in field-effect transistor switches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2201/00—Electronic control systems; Apparatus or methods therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0002—Controlling intake air
    • F02D2041/001—Controlling intake air for engines with variable valve actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/20—Output circuits, e.g. for controlling currents in command coils
    • F02D2041/2003—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening
    • F02D2041/2006—Output circuits, e.g. for controlling currents in command coils using means for creating a boost voltage, i.e. generation or use of a voltage higher than the battery voltage, e.g. to speed up injector opening by using a boost capacitor
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F7/00—Magnets
    • H01F7/06—Electromagnets; Actuators including electromagnets
    • H01F7/08—Electromagnets; Actuators including electromagnets with armatures
    • H01F7/18—Circuit arrangements for obtaining desired operating characteristics, e.g. for slow operation, for sequential energisation of windings, for high-speed energisation of windings
    • H01F7/1805—Circuit arrangements for holding the operation of electromagnets or for holding the armature in attracted position with reduced energising current
    • H01F7/1811—Circuit arrangements for holding the operation of electromagnets or for holding the armature in attracted position with reduced energising current demagnetising upon switching off, removing residual magnetism
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F7/00—Magnets
    • H01F7/06—Electromagnets; Actuators including electromagnets
    • H01F7/08—Electromagnets; Actuators including electromagnets with armatures
    • H01F7/18—Circuit arrangements for obtaining desired operating characteristics, e.g. for slow operation, for sequential energisation of windings, for high-speed energisation of windings
    • H01F7/1805—Circuit arrangements for holding the operation of electromagnets or for holding the armature in attracted position with reduced energising current
    • H01F7/1816—Circuit arrangements for holding the operation of electromagnets or for holding the armature in attracted position with reduced energising current making use of an energy accumulator
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F7/00—Magnets
    • H01F7/06—Electromagnets; Actuators including electromagnets
    • H01F7/08—Electromagnets; Actuators including electromagnets with armatures
    • H01F7/18—Circuit arrangements for obtaining desired operating characteristics, e.g. for slow operation, for sequential energisation of windings, for high-speed energisation of windings
    • H01F7/1877—Circuit arrangements for obtaining desired operating characteristics, e.g. for slow operation, for sequential energisation of windings, for high-speed energisation of windings controlling a plurality of loads
    • H—ELECTRICITY
    • H03—ELECTRONIC CIRCUITRY
    • H03K—PULSE TECHNIQUE
    • H03K2217/00—Indexing scheme related to electronic switching or gating, i.e. not by contact-making or -breaking covered by H03K17/00
    • H03K2217/0036—Means reducing energy consumption

Definitions

  • the present invention relates to a single device for controlling fuel electro-injectors and electrovalves in an internal-combustion engine, in particular a diesel engine, provided with a common-rail fuel-injection system and an electrohydraulic system of variable actuation of the intake and/or exhaust valves ("variable valve actuation").
  • the present invention moreover relates to a method of operating such control device.
  • electrovalves for example electrovalves for controlling intake and exhaust valves
  • a current whose time plot comprises a rise portion increasing up to a first hold value, an amplitude oscillating portion about the first hold value, a rise portion increasing up to a second hold value, an amplitude oscillating portion about the second hold value, a fall portion decreasing down to a third hold value, an amplitude oscillating portion about the third hold value, and finally a fall portion decreasing down to an approximately zero value.
  • Driving of the electrovalves is obtained via a control device comprising, for each electrovalve, a pair of controlled switches, which are arranged in series to the electrovalve, one of which connects the electrovalve to a supply line and the other connects the electrovalve to a ground line; and a free-wheeling diode connected between one of the terminals of the electrovalve and the ground line.
  • both of the controlled switches are simultaneously open and the current circulating in the electrovalve is discharged towards the ground line, through the free-wheeling diode and the controlled switch connected to the ground line.
  • the controlled switches are normally MOSFET transistors, it is thus necessary to use transistors having packages of sufficiently large dimensions as to be able to dissipate the high energy values involved.
  • a dissipation of power equal to approximately 4.7 W is obtained on the basis of the previously calculated value, only due to the avalanche effect in the controlled switches.
  • the power dissipated by conduction during actuation of the electrovalves is then to be summed.
  • Driving of the electro-injectors is obtained via a control device having a circuit architecture similar to the one used for driving the electrovalves, so that the integration in the same engine control unit of both of the devices for controlling the electrovalves and the electro-injectors leads to considerable problems linked principally to the dissipation of the high powers involved and to the integration in reduced dimensions of all the electronic components.
  • the purpose of the present invention is thus to provide a single device for controlling electro-injectors and electrovalves that will enable the above drawbacks to be overcome.
  • a single device for controlling electro-injectors and electrovalves, and a method of operating the same are consequently provided, as defined in Claims 1 and 11, respectively.
  • FIG. 1 A single device for controlling electro-injectors and electrovalves according to the invention is illustrated in Figure 1 and designated as a whole by the reference number 1.
  • Figure 1 illustrates just the parts of the device 1 regarding one cylinder bank of the engine (not illustrated), constituted by two cylinders, wherein an electro-injector, two intake valves, and two exhaust valves are associated to each cylinder.
  • Figure 1 shows the parts of the device 1 regarding control of the electrovalves for controlling the just four intake valves in the cylinder bank.
  • the device 1 comprises a plurality of first control circuits 2, one for each electro-injector 3, a plurality of second control circuits 4, one for each electrovalve 5, and a timing circuit 9, designed to supply control signals to the first and second control circuits 4, 5.
  • each electro-injector 3 is represented with its corresponding equivalent induction coil (with inductance L TNJ ), and the four electrovalves 5 are represented with the corresponding equivalent induction coil (with inductance L ev ).
  • each first control circuit 2 comprises a first input terminal 6 and a second input terminal 7, connected, respectively, to the positive pole of a supply source 8 via a battery diode 20 and to the negative pole of the supply source 8.
  • the supply source 8 can be the battery of the motor vehicle, which supplies a voltage V BATT , the nominal value of which is typically 13.5 V.
  • the battery diode 20 has its anode connected to the positive pole of the supply source 8 and its cathode connected to the first input terminal 6.
  • the first and second input terminals 6, 7 are moreover connected, respectively, to the positive pole and to the negative pole of a voltage-boosting circuit 11, which supplies a boosted voltage V BOOST higher than the battery voltage V BATT , for example equal to 50 V.
  • the voltage-boosting circuit 11 is made up by a single capacitor 12, referred to as "boost capacitor”, but possibly, in particular applications, the use of a DC/DC converter (not illustrated) connected in parallel to the capacitor 12 may be envisaged.
  • a measuring circuit 50 arranged in parallel to the capacitor 12, measures the voltage across the capacitor 12, which coincides with the boosted voltage V BOOST , and is connected to the timing circuit 9.
  • the first input terminal 6 is connected to the positive pole of the voltage-boosting circuit 11 via a boost transistor 22, of a MOSFET type, having its gate terminal receiving a first control signal T1 from the timing circuit 9, its drain terminal connected to the positive pole of the voltage-boosting circuit 11, and its source terminal connected to the first input terminal 6.
  • a boost transistor 22 of a MOSFET type, having its gate terminal receiving a first control signal T1 from the timing circuit 9, its drain terminal connected to the positive pole of the voltage-boosting circuit 11, and its source terminal connected to the first input terminal 6.
  • Each first control circuit 2 further comprises a first output terminal 15 and a second output terminal 16; a corresponding electro-injector 3 is connected between these terminals.
  • the terminal of each electro-injector 3 connected to the first output terminal 15 is typically called “highside” (HS) terminal or hot-side terminal, whilst the terminal of each electro-injector 3 connected to the second output terminal 16 is typically called “lowside” (LS) terminal or cold-side terminal.
  • HS highside
  • LS lowside terminal
  • a supply line 18 and a ground line 17 connect to one another the first input terminals 6 and the second input terminals 7 respectively, of the first control circuits 2.
  • Each first control circuit 2 further comprises: a highside transistor 24, of a MOSFET type, having its gate terminal receiving a second control signal T2 from the timing circuit 9, its drain terminal connected to the supply line 18, and its source terminal connected to the first output terminal 15; and a lowside transistor 25, which is also of a MOSFET type, having its gate terminal receiving a third control signal T3 from the timing circuit 9, its drain terminal connected to the second output terminal 16, and its source terminal connected to the ground line 17 through a sense stage.
  • the sense stage is formed by a sense resistor 26, across which, in a known way, there is connected an operational amplifier (not illustrated), which outputs a voltage proportional to the current flowing in the sense resistor 26.
  • each first control circuit 2 comprises: a free-wheeling diode 28, having its anode connected to the ground line 17 and its cathode connected to the first output terminal 15; and a boost diode 29, having its anode connected to the second output terminal 16 and its cathode connected to the positive pole of the voltage-boosting circuit 11.
  • the free-wheeling diode 28 can alternatively be replaced by a MOS transistor (not illustrated) having the function of synchronous rectifier.
  • Each second control circuit 4 has a circuit structure similar to the first control circuit 2 described previously.
  • each second control circuit 4 has: a first input terminal 30 and a second input terminal 31, connected, respectively, to the positive pole and to the negative pole of the supply source 8; and a first output terminal 33 and a second output terminal 34, between which there is connected a corresponding electrovalve 5.
  • a supply line 36 and a ground line 35 connect to one another, respectively, the first input terminals 30 and the second input terminals 31 of the second control circuits 4.
  • Each second control circuit 4 further comprises a highside transistor 38, of a MOSFET type, and a lowside transistor 39, which is also of a MOSFET type.
  • the highside transistor 38 has its gate terminal receiving a fourth control signal T4 from the timing circuit 9, its drain terminal connected to the supply line 36, and its source terminal connected to the first output terminal 33.
  • the lowside transistor 39 has its gate terminal receiving a fifth control signal T5 from the timing circuit 9, its drain terminal connected to the second output terminal 34, and its source terminal connected to the ground line 35 through a sense stage.
  • the sense stage is formed by a sense resistor 42, across which, in a known way, are connected the inputs of an operational amplifier (not illustrated), which outputs a voltage proportional to the current flowing in the sense resistor 42.
  • each second control circuit 4 comprises: a free-wheeling transistor 43, of a MOSFET type, having its source terminal connected to the ground line 35, its drain terminal connected to the first output terminal 33, and its gate terminal receiving a sixth control signal T6 from the timing circuit 9; and a boost diode 45, having its anode connected to the second output terminal 34 and its cathode connected to the positive pole of the voltage-boosting circuit 11, at the boosted voltage V BOOST .
  • the free-wheeling transistor 43 can alternatively be replaced by a free-wheeling diode (not illustrated).
  • each first control circuit 2 envisages different operating modes, characterized by a different pattern of the current flowing in the respective electro-injector 3: a fast-charge mode, in which the current increases until it reaches a given hold value; a hold mode, in which the current oscillates with an approximately sawtooth waveform around the value reached in the previous step; and a fast-discharge mode, in which the current decreases from the value assumed in the previous step down to a final value, which may also be zero.
  • the aforesaid modes concur in injecting fuel into the cylinders.
  • Figure 2 illustrates, by way of example, a possible time graph of the current flowing in an electro-injector 3, designated by I inj , obtained via the alternation and repetition of the three operating modes referred to above.
  • said possible time graph comprises: a first rise portion increasing up to a peak value, designated by I inj_peak ; a first hold portion, in which the amplitude of the current oscillates about the peak value; a first fall portion decreasing down to a hold value, designated by I inj_hold ; a second hold portion, with amplitude oscillating about the hold value; and a second fall portion decreasing down to an approximately zero value.
  • the transistors 22, 24 and 25 are in a closed condition, and thus the boosted voltage V BOOST is applied across the electro-injector 3.
  • the current consequently flows in the loop comprising the capacitor 12, the boost transistor 22, the highside transistor 24, the electro-injector 3, the lowside transistor 25, and the sense resistor 26, increasing in time in an approximately linear way with a slope equal to V BOOST /L inj .
  • the lowside transistor 25 is in a closed condition
  • the boost transistor 22 is in an open condition
  • the highside transistor 24 is set repeatedly in a closed condition and in an open condition, and thus across the electro-injector 3 there are alternately applied the battery voltage V BATT (when the highside transistor 24 is in a closed condition) and an approximately zero voltage (when the highside transistor 24 is in an open condition).
  • the current flows in the loop comprising the supply source 8, the battery diode 20, the highside transistor 24, the electro-injector 3, the lowside transistor 25, and the sense resistor 26, increasing in time in a substantially exponential way
  • the current flows in the loop comprising the electro-injector 3, the lowside transistor 25, the sense resistor 26, and the free-wheeling diode 28, decreasing in time in a substantially exponential way.
  • the transistors 22, 24 and 25 are in an open condition and thus, as long as the electro-injector 3 is traversed by current, across the electro-injector 3 there is applied the inverted boosted voltage -V BOOST .
  • the current flows in the loop comprising the capacitor 12, the boost diode 29, the electro-injector 3, and the free-wheeling diode 28, decreasing in time in a substantially linear way with a slope equal to -V BOOST /L inj .
  • the opening and closing of the transistors 22, 24 and 25 are controlled by the timing circuit 9 on the basis of the value of the current flowing in the electro-injector 3, detected via the sense resistor 26 (closed-loop control), or else are controlled according to circuit calculations (open-loop control).
  • the highside transistor 24 is controlled in PWM by the corresponding control signal T2, which is constituted by a pulse train with a period and duty cycle which can be regulated in open-loop control or closed-loop control by the timing circuit 9 for maintaining the current in the electro-injector 3 around the respective hold value.
  • a further operating mode referred to as recharge mode, is moreover provided for each first control circuit 2.
  • the recharge mode enables recharging of the capacitor 12 using one or more non-operative electro-injectors 3, i.e., ones not involved in a fuel injection. In this way, it is possible to generate the boosted voltage V BOOST also without a dedicated DC/DC converter.
  • I inj_max The maximum level of the current in the electro-injector 3 during the recharge step, designated by I inj_max , must evidently be lower than the minimum current necessary for opening the electro-injector, in such a way as to prevent undesired injections of fuel.
  • the boost transistor 22 is always kept in an open condition
  • the highside transistor 24 is always kept in a closed condition
  • the lowside transistor 25 is set repeatedly in a closed condition and in an open condition.
  • the current flows in the loop comprising the supply source 8, the battery diode 20, the highside transistor 24, the electro-injector 3, the lowside transistor 25, and the sense resistor 26, increasing in an approximately linear way with a slope equal to V BATT / L inj .
  • the current flows in the loop comprising the supply source 8, the battery diode 20, the highside transistor 24, the electro-injector 3, the boost diode 29, and the capacitor 12, decreasing in a substantially linear way with a slope equal to (V BATT - V BOOST ) / L inj , until a given lower limit I inj_min , which may even be zero, is reached.
  • the charge mode in which the current increases up to a given hold value
  • the hold mode in which the current oscillates with an approximately sawtooth waveform around the value reached in the previous step
  • the discharge mode in which the current decreases from the value assumed in the previous step down to a final value, which may even be zero.
  • a current I ev a possible time graph of which is illustrated in Figure 4 and comprises: a first rise portion A increasing up to a first hold value I ev_bias ; a first hold portion B, in which the amplitude of the current oscillates about the first hold value; a second rise portion C increasing up to a peak value I ev_peak ; a second hold portion D, with an amplitude oscillating about the peak value; a first fall portion E decreasing down to a third hold value I ev_hold ; a third hold portion F, with an amplitude oscillating about the third hold value; and finally, a second fall portion G, decreasing down to an approximately zero value.
  • the highside and lowside transistors 38 and 39 are kept in a closed condition by the respective control signals T4 and T5, and thus across the electrovalve 5 there is applied the battery voltage V BATT .
  • the current flows in the loop comprising the supply source 8, the highside transistor 38, the electrovalve 5, the lowside transistor 39, and the sense resistor 42, increasing in time in a substantially exponential way.
  • the lowside transistor 39 In the hold mode (portions B, D and F), the lowside transistor 39 is kept in a closed condition, whilst the highside transistor 38 is set repeatedly in a closed condition and in an open condition, and thus across the electrovalve 5 there are alternately applied the battery voltage V BATT (when the highside transistor 38 is in a closed condition) and a zero voltage (when the highside transistor 38 is in an open condition) .
  • the electrovalve 5 absorbs energy from the supply source 8, and the current flows in the loop comprising the supply source 8, the highside transistor 38, the electrovalve 5, the lowside transistor 39, and the sense resistor 42, increasing in time.
  • the electrovalve 5 instead (highside transistor 38 in an open condition), the electrovalve 5 yields energy, and the current flows in the loop comprising the electrovalve 5, the lowside transistor 39, the sense resistor 42, and the free-wheeling transistor 43, decreasing in time in an approximately linear way.
  • the operation of the second control circuit 4 during the discharge mode, and the circuit embodiment described, prevent high levels of power dissipation, ensuring at the same time a more effective recharging of the capacitor 12 of the voltage-boosting circuit 11.
  • the inverted boosted voltage -V BOOST is applied across the electrovalve 5.
  • the highside and lowside transistors 38, 39 are set in an open condition, whilst the free-wheeling transistor 43 is set in a closed condition, and consequently the current flows in the loop comprising the free-wheeling transistor 43, the electrovalve 5, the boost diode 45, and the capacitor 12, which is in this way recharged.
  • a further aspect of the present invention envisages transferring energy from the electrovalves 5 to the voltage-boosting circuit 11, so as to further increase the efficiency of recharging of the capacitor 12.
  • the highside and lowside transistors 38, 39 are set in an open condition, whilst the free-wheeling transistor 43 is set in a closed condition, so that the current flows in the loop comprising the free-wheeling transistor 43, the electrovalve 5, the boost diode 45, and the capacitor 12, which is in this way recharged.
  • the inverted boosted voltage -V BOOST Across the electrovalve 5 there is present (but for the voltage drops on the diodes) the current decreases rapidly from the peak value I ev_peak to the hold value I ev_hold .
  • a possible variant of the described operation enables an even greater energy recovery towards the capacitor 12 to be achieved.
  • the lowside transistor 39 and the free-wheeling transistor 43 are turned off, whilst the highside transistor 38 is turned on.
  • the current circulates in the loop comprising the supply source 8, the highside transistor 38, the electrovalve 5, the boost diode 45 and the capacitor 12, so that across the electrovalve 5 there is applied a voltage basically equal to (V BATT - V BOOST ) and the current decreases rather rapidly from the peak value I ev_peak to the hold value I ev_hold .
  • the increase of the energy stored in the capacitor 12 corresponds not only to the decrease in the magnetic energy in the electrovalve 5, but also to the work performed by the supply source 8.
  • the energy recovery obtained with the operating method of the second control circuit 4 described previously is particularly efficient, so much so that in certain engine conditions there may occur an undesired increase in the boosted voltage V BOOST .
  • said phenomenon may occur in the cut-off condition, i.e., in the case where there are no injections of fuel via the electro-injectors 3, but it is at the same time necessary to actuate the electrovalves 5, thus determining the previously described energy recovery.
  • a further aspect of the present invention envisages that the measuring circuit 50 measures the value of the boosted voltage V BOOST across the capacitor 12 and transmits it to the timing circuit 9.
  • the timing circuit 9 drives the second control circuit 4 in such a way that at least during the transition from the peak value I ev_peak to the hold value I ev_hold of the current flowing in the electrovalves 5 there is no energy recovery to the capacitor 12.
  • the waveform of the current flowing in the electrovalves 5 is in this case the one illustrated in Figure 5, where E' designates the fall portion decreasing from the peak value I ev_peak to the hold value I ev_hold , which is different from what has been described with reference to Figure 4.
  • the highside transistor 38 is turned off, whilst the lowside transistor 39 and the free-wheeling transistor 43 are turned on, so that the current in the electrovalve 5 flows in the loop comprising the free-wheeling transistor 43, the electrovalve 5, and the lowside transistor 39.
  • the electrovalve 5 there is a practically zero voltage (apart from the losses on the MOS transistors), so that the current decreases slowly from the peak value I ev_peak to the hold value Iev_hold.
  • the current that is brought back into the capacitor 12, causing recharging thereof is only the one corresponding to the final step of actuation of the electrovalves 5 (transition of the current from the hold value I ev_hold to the zero value, corresponding to the G portion of the curve).
  • a further aspect of the present invention envisages the introduction of an additional discharge step in the operation of the first control circuit 2, distinct from the previously described steps of fast-charge, hold, fast-discharge (regarding fuel injection), and recharge.
  • said discharge step is activated by the timing circuit 9 when the measured value of the boosted voltage V BOOST is higher than the given upper threshold.
  • the timing circuit 9 first identifies the electro-injectors 3 not involved at that given instant in a fuel injection, and then commands its activation, determining discharge pulses.
  • the maximum level I' inj_max reached by the current flowing in each electro-injector 3 must be such as not to cause opening of the electro-injector 3 and thus fuel injection within the cylinders.
  • the discharge pulses can be issued simultaneously in all the electro-injectors 3 not involved in fuel injection and be interrupted as soon as the boosted voltage V BOOST again drops below a given lower threshold.
  • the discharge pulses (the pattern of which is illustrated in Figure 6 in a given time window), have a periodic pattern, characterized by the alternation of an ON step and an OFF step.
  • the boost transistor 22, the highside transistor 24, and the lowside transistor 25 are turned on simultaneously, so that the current flows in the loop comprising the capacitor 12, the boost transistor 22, the highside transistor 24, the electro-injector 3, the lowside transistor 25, and the sense resistor 26.
  • the boosted voltage V BOOST is applied on the electro-injector 3, and thus the current increases rapidly with a slope equal to V BOOST /L inj and the capacitor 12 is partially discharged, transferring part of the energy accumulated therein to the electro-injector 3.
  • the ON step terminates as soon as the current, measured through the sense resistor 26, reaches the given upper value I' inj_max .
  • the highside transistor 24 is turned off, whilst the lowside transistor 25 remains on, so that the current flows in the loop comprising the free-wheeling diode 28, the electro-injector 3, the lowside transistor 25, and the sense resistor 26.
  • the magnetic energy stored in the electro-injector at the end of the ON step is partially dissipated in the form of heat, principally on the wiring and on the electro-injector 3, and so externally to the engine control unit.
  • the OFF step terminates when the current circulating in the electro-injector 3 assumes a minimum given value I' inj_min , which is also measured via the sense resistor 26.
  • the single control device enables marked limitation of the power dissipation in the engine control unit. In fact, it eliminates the losses of power by the avalanche effect in the lowside transistors of the circuit for controlling the electrovalves, in so far as the power stored in the electrovalves is transferred into the capacitor of the voltage-boosting circuit, but for the conduction losses (largely external to the control unit).
  • MOSFET transistors can thus be sized on the basis of just the conduction losses, and consequently have a smaller package, be less costly, and render integration of all the control circuits within the engine control unit simpler.
  • the boosted voltage necessary for driving the electro-injectors during their opening is generated more efficiently.
  • part of the energy stored in the electrovalves during their normal actuation is used to recharge the boost capacitor.
  • circuit structure described for the single device for controlling electro-injectors and electrovalves is altogether general, since it may comprise any number whatsoever of circuits for controlling electro-injectors and electrovalves, according to the number of cylinder banks of which the engine is constituted, the number of cylinders per cylinder bank, as well as the number of electro-injectors and electrovalves per cylinder.
  • the described circuit structure may comprise any electrovalve within the engine that does not require for its activation a boosted voltage, without thereby being limited to electrovalves for controlling intake valves and/or exhaust valves.
  • the single control device described is applicable also in petrol engines equipped with a direct injection system (Gasoline Direct Injection - GDI), or, in general, in any engine in which there are electro-injectors requiring for their activation a boosted voltage higher than the battery voltage.
  • a direct injection system Gasoline Direct Injection - GDI

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Valve Device For Special Equipments (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
EP04425755A 2004-10-08 2004-10-08 Vorrichtung zum Steuern der Elektroeinspritzventile und Elektroventile einer Brennkraftmaschine und eine Methode dafür Expired - Lifetime EP1653066B1 (de)

Priority Applications (6)

Application Number Priority Date Filing Date Title
DE602004004664T DE602004004664T2 (de) 2004-10-08 2004-10-08 Vorrichtung zum Steuern der Elektroeinspritzventile und Elektroventile einer Brennkraftmaschine und eine Methode dafür
AT04425755T ATE353398T1 (de) 2004-10-08 2004-10-08 Vorrichtung zum steuern der elektroeinspritzventile und elektroventile einer brennkraftmaschine und eine methode dafür
ES04425755T ES2280930T3 (es) 2004-10-08 2004-10-08 Un dispositivo para controlar electroinyectores de carburante y electrovalvulas en un motor de combustion interna y metodo para operar tal dispositivo.
EP04425755A EP1653066B1 (de) 2004-10-08 2004-10-08 Vorrichtung zum Steuern der Elektroeinspritzventile und Elektroventile einer Brennkraftmaschine und eine Methode dafür
US11/112,745 US7117852B2 (en) 2004-10-08 2005-04-22 Single device for controlling fuel electro-injectors and electrovalves in an internal-combustion engine, and method of operating the same
JP2005130651A JP4829528B2 (ja) 2004-10-08 2005-04-28 内燃機関内の電子インジェクタ及び電子バルブを制御する装置及びその動作方法

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP04425755A EP1653066B1 (de) 2004-10-08 2004-10-08 Vorrichtung zum Steuern der Elektroeinspritzventile und Elektroventile einer Brennkraftmaschine und eine Methode dafür

Publications (2)

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EP1653066A1 true EP1653066A1 (de) 2006-05-03
EP1653066B1 EP1653066B1 (de) 2007-02-07

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US (1) US7117852B2 (de)
EP (1) EP1653066B1 (de)
JP (1) JP4829528B2 (de)
AT (1) ATE353398T1 (de)
DE (1) DE602004004664T2 (de)
ES (1) ES2280930T3 (de)

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FR3052184A1 (fr) * 2016-06-01 2017-12-08 Peugeot Citroen Automobiles Sa Systeme d’actionnement d’une soupape de moteur a combustion interne
EP3232038B1 (de) * 2014-12-08 2021-02-24 Hitachi Automotive Systems, Ltd. Kraftstoffsteuerungsvorrichtung für verbrennungsmotor

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US8037853B2 (en) * 2005-04-19 2011-10-18 Len Development Services Usa, Llc Internal combustion engine with electronic valve actuators and control system therefor
JP2008019852A (ja) * 2006-06-14 2008-01-31 Denso Corp インジェクタ駆動装置及びインジェクタ駆動システム
US7905219B2 (en) * 2007-08-24 2011-03-15 Continental Automotive Gmbh Method and apparatus for heating at least one injector of an engine
US7878177B2 (en) * 2007-10-23 2011-02-01 Ford Global Technologies, Llc Internal combustion engine having common power source for ion current sensing and fuel injectors
JP4871245B2 (ja) * 2007-10-26 2012-02-08 日立オートモティブシステムズ株式会社 内燃機関制御装置
EP2058496B1 (de) * 2007-11-09 2011-01-12 Delphi Technologies Holding S.à.r.l. Fehlerdetektion in einer Injektoranordnung
JP4815502B2 (ja) * 2009-03-26 2011-11-16 日立オートモティブシステムズ株式会社 内燃機関の制御装置
JP5160581B2 (ja) * 2010-03-15 2013-03-13 日立オートモティブシステムズ株式会社 インジェクタ駆動装置
JP5509112B2 (ja) * 2011-01-28 2014-06-04 本田技研工業株式会社 内燃機関の燃料噴射制御装置
CN102966452B (zh) * 2012-11-30 2015-06-10 中国第一汽车股份有限公司无锡油泵油嘴研究所 电磁阀驱动装置
JP5997222B2 (ja) * 2014-09-05 2016-09-28 富士重工業株式会社 インジェクタ駆動装置
US10087872B2 (en) 2015-11-18 2018-10-02 Infineon Technologies Ag System and method for a synchronized driver circuit
JP6502838B2 (ja) * 2015-12-03 2019-04-17 本田技研工業株式会社 電磁デバイス駆動装置、車両用電子制御装置、及び車両
JP6987035B2 (ja) * 2018-09-27 2021-12-22 日立Astemo株式会社 電磁弁駆動装置
JP7172681B2 (ja) * 2019-02-06 2022-11-16 株式会社デンソー 燃料噴射制御装置
DE102022129326A1 (de) 2022-11-07 2024-05-08 Schaeffler Technologies AG & Co. KG Verfahren zum Betrieb eines Aktorelements und Aktorelement

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EP3232038B1 (de) * 2014-12-08 2021-02-24 Hitachi Automotive Systems, Ltd. Kraftstoffsteuerungsvorrichtung für verbrennungsmotor
FR3052184A1 (fr) * 2016-06-01 2017-12-08 Peugeot Citroen Automobiles Sa Systeme d’actionnement d’une soupape de moteur a combustion interne

Also Published As

Publication number Publication date
DE602004004664D1 (de) 2007-03-22
ES2280930T3 (es) 2007-09-16
US20060075994A1 (en) 2006-04-13
JP4829528B2 (ja) 2011-12-07
ATE353398T1 (de) 2007-02-15
EP1653066B1 (de) 2007-02-07
DE602004004664T2 (de) 2007-11-08
US7117852B2 (en) 2006-10-10
JP2006105125A (ja) 2006-04-20

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